Pneumatic cushion.



V. H. PODSTATA.

PNEUMATIG cUsHIoN.

APPLICATION FILED MAY 28, 1908,

Patented Dec. 15, 1308 2 SHEETS--SHEET 1 V. H. PODSTATA.

PNEUMATIG CUSHION.

APPLIGATION FILED MAY 28,1906,

VAGLAV H. PODSTATA, Ol*1 DUNNING, lLlilNOlS. l

Specification of Letters Patent.

PNEUMATIC CUSHION.

Patented Dee. 15.19998.

Application filed lday 2B, 1906. Serial No. 319.199.

l To all wimmit may concern:

B e it known that I, VACLAV H. Pons'mra, a citizen of the United States,residing at Dunrting, inl the count of Cook and State ot 15 Illinois,have/invente certain new and Vuscful Im rovements in Pneumatic Cushions,of'whic i the following is specification.

Y This invention is intended primarily for use with automobiles,although the device may be ap lied to carriages orl other vehicles inwhich it is desirable to make use of a cushion between the running gearand the yframe for the purpose of minimizing the efyects of jolts orjars on therunning gear.

* The invention nioreparticularly relates to the means ein loyed forminimizinrr the effeet of .the re ounil which ordinarily takes place asan after effect of jolis or jars where no provision is made to preventit. The re- Vl0 bound is more especially noticeable in the use ofsensitive vsprings or cushions-aum un- 'flessnwans be provided toprevent' or minimize the rebound, the vehicle willcontin'ue to 4'rock orbound for a considerable period after' the initial shock or jar has beengiven to the vehicle.

The present invention is intended to pro Vide means for preventing orlimiting the i rebound "and holding the vehicle poised in v upstate ofequilibrium, which, while prevent ingjany excessive jars or shocks frombeing transmitted to the body of the vehicle. at

the same time increases the steadiness of the vehicle body and therebypromotes the com- 3 5 fortand welfare of the occupants.

' The invention consists in the'fentures ofconstruction and combinationof inafter described and claimed.

In the drawings 4Figure lis a vehicle body 40 having secured thereto thecushioning device of the Apresent invention; Fig. 2 is a longitudinalsectional view of the preferred form of cushion; 3 a cross sectionalview of the same' Fig. 4 is a sectional view of the ve- 46 hicle. bodyshowing a somewhat modified parts here form of construction; and Fi s. 5and 6 similar views showing theicuslnoning mechanism in diii'erentpositions of use.

The cushioning device of Figs. 1, 2 and 3 50 comprises a lexible bag orreceptacle 1 which, as shown, 4is ofuelon ated shape and inclosed withina rectanguqar casing 2 of substantially equal diameter in cross sectionto the pneumatic bag so as to provide a shield or reinforcementtherefor; and

within the casing and in contact with the of the secondary plunger-1s toprevent the rebound'oi` reaction which ordinariiytakes place' after a`'heavy Shockorjiil', "unless positive means are vprovided to fpr'elrelitit. The plungers are in thefforrn'o a pair of hars having' rounded'acting faces ii'hich bear against the pneumatic bag orrecep.

lacl'e, and the primary pl'ungcrls p'oiided with a depending steiny Gujliiclis adapted to reciprocate or telescopewithina shankA which, asshown in Fig. '1, is connectedivi'th the axle of the vehicle. The ShankTis" provided atits upper end with a tiange Siifhich bears against theinner face of astrap 9 which com letely encircles the casin 2 andthrough w lich the shank? is inserted. The strap comprises side bars 10which abut closely against the sidewalls ofthe shell or casing, a lowercross wall 11, which c oacts with the shank flange 8, and anupper-'cross wall 12 provided with a dcpression'l3 in its center, whichdepression passes through and acts within an opening 1l in the top ofthe shell or casing, and tothe depressed port-ion 13, 'which is ofU-shape, is secured the upper or seconder' Vplungerj'"which bearsagainst the top of he pneumatic bag or receptacle. The strap 9 andcoperating parts are inclosed within a housin'o 1 5 which surrounds thecasing and is riviflly Secured thereto, and the housing at its owersidcis provided with a sleeve or neck 16 'for'the passage therethroughof the shank Z ofthe primary plunger. As shown, the casing is attachedto a suitable part vof the frame ot side rail of the vehicle frame, anda pin 19 serves to secure the parts together.

In use jolts or jars imparted to the wheels of the vehicle will serve toupwardly project the shank 7 and with it the stem 6 carrymg the lower orprimary plunger. The conv i t tact of the lunger with the'pneumatic bagor receptac e serves to prevent the initial shock or4 jar from beinimparted to the vehicle body; but immediately after the initial shock`or jar the tendency will be for the. running gear and vehicle frame tospring apart roinone another, and this tendency will be counteracted bythe secondary plunger. After the primary plunger has been initiallyactuated the shank 7 which is connected with the running gear `vill tendto spring back beyond its normal position by the rebound of the vehicleand the retraction of the shank draws down the strap 9 and with itthe'upper or secondary plunger 3 which actinvr against the upper side otthe neuniatic ag prevents an excessive re ound and serves to veryquickly bring the vehicle to a state of rest.

The deviceoic Figs. 4, 5 and 6 dillers somewhat as to its details ofconstruction, but

' after explained. In Fig 4 ary pistons, but instea embodies a.principle similar to that hitherto described. It employs rini'ary andsecond ofc rating in direct opposition to one anotlir, employs aconnecting link or lever as will be hereins. 4, 5 and 6 primary andsecondary pistons 0 and 21 respectively `are employed, the former beingdirectly con nccted to the running geai` by means of a stein 29., which,as shown, is ivoted at its u per end-.23, andthe secon ary piston is l'ewise provided with a s'tem 24 pivoted at its-upper end 25. The stemsare both connected by means of a lever 26 pivoted near its center 2T toa depending post 28' on the frame of the vehicle. The primary piston 20abuts against a primary pneumatic-bag 29, and `the secondary pistonabuts against a secondary pneumatic bag 30, which may be eitherseparate, as shown, or two portions of the saine pneumatic bag. The twobags, as shown, are mounted within recesses 31 and 32 formed in thesiderails 33 of the vehicle frame for the urpose of receiving thepneumatic bags, and each of the recesses terminates in a neck or throat34 which pro vides a guide for Athe reciprocation of the piston orplunger. As shown, the ba or receptacle 1s expansible to a degree iv ichpermits .it to bear against the plunger at all times, Whether duringcompression or expansion, which contact servesto hold the parts in astate of equilibrium, which is wholly desirable in the construction ofautomobiles or other vehicles intended for rough travel. The action ofthe cushioning mechanism of Figs. 4, 5 and 6 is similar in many Ways tothat hitherto described. As the riinnii 0f gear is brought into contactwith iiiequa ities in the road, tlieinitial shock or jar will tend toactuate the primary piston and compress the primary pneumatic receptaclesimultaneously retractiug the secondary piston and allowing thesecondary pneumatic receptacle to expand. The rebound causes a reversalof this action and compresses the secondary pneumatic receptacle,allowing the primary pneumatic receptacle simultaneously to expand. Itwill thus be apparent that both the bound and rebound oir'- the vehiclebody will-involve a pneumatic cushioning Whiclipvhile holding thevehicle delicately poised and in a state of e uilibrium, at the sainetime serves to sp ily bring the vehicle body to a state of 'rest in suchmanner as to promote the comfort and welfare ofy the occupants.

Itwill be noted that in both cases the cushioning action is the same,involving as it does the movement of primary and secondary pistonsacting in opposition to one another for the purpose intended.

In the claim iu which the pneumatic bag is referred to as an element itWill be under stood that the bag may be iiitetgrally formed y as showniu Figs. 2 and 3 or sections asshown iu Figs. 4, 5 and 6, 'the'l termbag referring to the container for the, air as a Whole Whether the samebe formed integrally oi' in sections. i'

ll hat I regard as new and desire tosecure -its end with a recess, astem on t e primary piston slidably mounted within the recess, a strapencircling the pneumatic receptacle, through the lower portion .of whichthe shankis entered, thetrap bein connected with the secondary piston,an a utment-on ormed intwog the end of the shank for retracting thestrap on the rebound of the shank, substantially as described.

VACLAV H. PODSTATA. Witnesses:

SAMUEL W. BANKING, Ciias. F. COOKE,

